Starter for internal-combustion engines



Oct 19 1926. 1,604,055 H. L. LEAS STARTER FOR INTERNAL COMBUSTIONENGINES Filed July 14, 1921 4 Sheets-Sheet 1 Oct. 19 1926. 1,604,055

H. L. LEAS STARTER FOR INTERNAL COMBUSTION ENGINES Filed July 14, 1921 4Sheets-Sheet 2 mwm Oct. 19 1926.

1,604,055 H. L. LEAS STARTER FOR INTERNAL COMBUSTION ENGINES Filed July14. 1921 I 4 Sheets-Sheet 5 H. L. LEAS STARTER FOR INTERNAL COMBUSTION"ENGINES ed July 14. 192] 47 4i Z0 44 4 @r r I,

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4 Sheets-Sheet 4 E H z as s 8526 S S as 3*; a

Patented Oct. 19, 1926.

UNITED STATES HAROLDL. LEAS, or WAUKON, IOWA.

STARTER FOR INTERNAL-COMBUSTION ENGINES.

Application filed July 14,

This invention relates to starting devices for internal combustionengines, and more particularly to starters operated by compressed air orother gas.

An object of the invention is to provide a starter consisting ofsuitable valve mechanism timed with the engine and adapted to deliver acharge of air to the engine cylinder on one stroke and a charge of airand fuel to said cylinder on another stroke. a

A further object of the invention is the provision of means forrelieving the compression in the other cylinders until an explosion isobtained.

In the present construction, the feed valve of the starter mechanism isadapted to open on the power stroke of the engine cylinder and deliver acharge of compressed air to the cylinder and throw the piston over. Onthe inlet stroke, the air valve is again opened, and a second valve isopened, feeding a charge of fuel, in admixture withth air, to the enginecylinder.

The valves are operated by cams mounted on a cam shaft and geared to apart of the engine to properly time the opening and closing of thevalve. When the engine is started, the valves may be thrown outofoperation, and the engine functions in 1ts ordinary manner.

In the acompanying drawings, I have shown one embodiment of theinvention. In this showing:

Figure l is a side elevation of an engine showing the invention applied,

Figure 2 is a front elevation,

Figure 3 is a side elevation of the starter valve mechanism detached,

Figure 4 is a plan view, p

Figure 5 is a transverse sectional view on line 55 of Figure 4,

Figure 6 is a horizontal sectional view on line 66 of Figure 5,

Figure 7 is a similar view on line 7-7 of Figure 5,

Figure 8 is a detail view of one of the shafts on which the valve rodsare supported,

Figure 9 is a transverse sectional view on line 99 of Figure 8,

Figure 10 is a detail perspective view of the valve actuating lever,and,

Figure 11 is a detail view of a pair of the fuel valves. r

Referring to the drawings, the reference numeral 1 designates aninternal combustlon 1921. Serial No. 484,751.

engine, having the usual intake manifold 2, connected to the carburetor3 by an intake pipe l. A generator or magneto 5 is supported on the baseof the engine, and connected to the main shaft by suitable gearing (notshown) to drive it when the engine is in operation. The generator isprovided with a shaft 6 which, as shown, is extended rearwardly, theextension being supported in bearings 7. A gear Wheel 8 is mounted onthe shaft 6 and this gear meshes with a gear 9, mounted on the main camshaft 10 of the starter mechanism. The gear 9 is adapted to mesh with agear 11 mounted on the shaft of a pump 12, the pump shaft being providedwith suitable clutch mechanism 13, whereby it may be thrown in and out,as desired. A pressure tank 14 is connected to the pumpby means of apipe 15, the tank being provided with a suitable gauge 16 to indicatethe pressure therein. The tank is provided with an outlet pipe 17 inwhich a valve 18 may be arranged, if de sired.

Referring to Figures 3 to 7 of the drawings, the starter valve mechanismcomprises a housing 19, having bearings 20 arranged adjacent each end tosupport the cam shaft 10. The air pipe 17 is provided with a pluralityof branches 21 connected to the inlet side of the housing and entering aplurality of chambers 22 arranged therein. The flow of air through thesechambers is controlled by an inlet valve 23, engaging a valve seat inthe inner wall of the chamber, the valvebeing mounted on avalve stem 24and pro-v vided with suitable springs 25 to normally retain it in closedposition. The valves 23 control communication between the chambers 22and passages 26. An shown, in Figure 6 of the drawings, a plurality ofpassages 26 are provided, the number corresponding with the number ofcylinders to the engine. The passages 26 are separated from each otherby walls 27. A pipe 28 enters each of these passages, the pipes beingconnected to the cylinders of the engine, as shown in Fi ure 1,

K plurality of by'passes 29 communicate with the passages 26, theby-passes being open to the atmosphere at their other ends.

Communication between the by-paeses and the passages is controlled byexhaust valves 30 arranged on suitable valve seats and provided withstems 31. Springs 32 are arranged on the valve stems to normally retainlit] inner endsl l of the rocker arms are ad toengage S'tlltflblfi earns45 onthe earn shaft them'in closed position. As shown, the exhaustvalvesare arranged on the opposite side of the housing from the inlet valves.Fuel valves 33 are arranged in suitable valve seats in the passages 26on the opposite wall of the valve seats for the inlet valves 23. Thesevalves are provided with stems 3a, projecting in the same directionasthe inlet valve stems and are normally retained in closed position bymeans of springs 35. Fuel valves are adapted to control communicationbetween the passages 26 and fuel chambers 37. As shown, the fuel pipessi8 enter the fuel chambers 3'4. I V

The opening of the valves is controlled by means of ;.1;ocl :er a 11swhich are mounted on shafts 40 arranged on eaclvsi de of the cam shaft.As shown, the rocke shafts are supported .in bearings jforineldj in ton.through ,its exhaust lst'rol re," and "at the 7 hegmemg .QIT-th .mltaketro e, th a ve valve 30 of this cylinder will be opened to 65relieve-the compression in the cylinder and make it easier to drive theengine. The cylind'er on its compression stroke will be placed incommunication with the atmosphere through pipe 28, passage 26, valve 80,and by-pass'29.'

The momentum obtained during the power stroke of the cylinder to whichthe air is admitted will be sinicient to carry the pis- Will again openand tlielif uelvalveI33 will alsomqpen, to permit, the chargeio ttuellconl n the fuel chamber 37 to passlinto nderwithzthe air. Thishighly atom- 80 ined, nixtur'e offlair and fuelwil'l normally .cause anexplos on in theieng ne vcyl nder.

The lever l-8 is maintained in the dotted line the arms lofsubstantially lJ-sliaped lates p osition until the engin-e is 1' P .42,secured; to the side of the housing. Rel1 g coinpressloni n each iferring tolligures '8 and. 9 of thediiaavings, the shafts are reduced incrosssectioinat the points wnere thebearing's are ex nged illustrated atQS and t-hese red 'tions' are arranged eccentric to thebo dy I ;1 s notobtained. througha single, operation er the s?"- does not f.

halits portion of the shaft. hen the rock are in operativeposition,shown in e lines in F gure ot-the drawings.

at proper intervals-to swing the rockerarms of the vehicle on which theengine ,is mounted.

In operation the pump 1-2.;is connected to the drive .mechanism,throughcl-utch 18 at suitable intervals when the engine isrunningtoinaintain properpressune in the tank 14;. The cam shaftisdriven at all times when the engine is running and the roclrer shaftsare normally arranged in thjez full line position whereby the:rockenarms will not engage the cams 45. When the engine is to bestarted, the leversA Z and l8 are moved to the dotted line positionshownin Figure 5 of the drawings to movetheshafts 6 0 to the dotted lineposition shown ;in

Figures 8 and 9, and position the rocker arms in engagement with: thecans 45. {The "camshaft is provided with cams adapted to.

open. the inlet valve 23 of the starter mech-' anism of the cylinderthat is about to-start its poweimstroke. When the valve -23 is opened,air fiowsthroughthepipes ,1? and 2l to the chamber 22, thence to thepassage 26" and to the cylinderby means of. i gg 011evof:th. 1. ylin rsW i he= 1 i sa ple sionstrolre .-a ;thi time,;-and-1tlte 1 nine,filncticnsjin its .i1orinal man an the f fyili -.supp'ly of air to tstroke.

tee-

the starting operation. :As soon as the'explosion occurs in oneof thecylin'd .tl e ler er is returned to tlie full line position he valves 30maintained in closed posion. It the. engineis cold and anergplosign tinemechanism, or ilithe engine continue running after i i "he filirstplosion is obtained thele'ver t? ismaintaine din operative positionuntilthe engine is properly started; The leveris then nioved to .the fullline} position, closing a1llj. fof the has of the starting ineclanism,and .r lhe ltis to gbe understood}.'tlmtthe lolni'of my inventionherewith sl' ivn and descr bed is toabegtalrenasaprelfer QLl GXQIlIPlQQthe same, and that various changes in theflshape,

size, and ,arran geinent of may be resorted togw thout departingztronithespirit of the invention or the scopeiotthe .b joined claim.

Having thus described .my in claim: r

A starte r toninternal C611 Q'L comprising asource nections between saidnew ,to l he cylinders ut'let communicating with each ot saidconnecranged in said .tions, an exhaust valve a ranged in said outlet, afuel valve arranged in ea ch oi said connect ons, and control means forlid 'VQdVGSLtOj deliver air gto the cylinder dul ng one stroke, amixture of airandtuelit e cylinder. dur ng rallotller stroke andjto opensaid exhaust valve turmsr t em. fis i In testimony wliereofl afiig 12:3

